Improvement in heating cars



f W. C. BAKER.y y

Heating-Gars.-

No. 209,793, Patented Nov. 12.; 187:3.A

.MF'I'ERS PHOTO-LITHOGRAPHEH. WASHINGTON. D CV UNITEn STATES .PATENTGFF'IGE..

WILLIAM e; BAKERQOF NEW vonk, N. Y.

IMPROVEMENT IN yHEATING CARS.

Specification forming part of Letters Patent No. 209,793, dated November19., 1878; application filed January 21, 1878.

lTo all whom it may concern:

an Improvement in Heating Railway-Cars, of 1 which the following is aspecification:

Difficulty arises in heating railway-cars, because there is risk of tirewhere stoves are employed, and if the carsare heated by steam from theengine the pressure in the boiler cannot be properly maintained,especially in very cold weather.

My present improvement is especially adapted to city railways, in whichthere are frequent stoppages; but the same may be used in main lines ofrailway or wherever available.

I make use of a "caloric-storage radiator, through which the steampasses, and the caloric is received and held iu such vessel and givenoff gradually and uniformly, or nearly so. This prevents the suddendevelopment of heat in the car, and causes the heat to be continuedafter the steam hasbeen cut off. By this arrangement I am enabled toheat the cars by steam from a stationary boiler while waiting at a depotor terminal station, or by steam turned on from the locomotive while thetrain-is at rest, and the steam can be cut off from the cars while thetrain is in motion; but the heat continues to be given out by thecaloric-storage radiators.

I also arrange the caloric-storage radiators and the pipes connectedwith the same in such a manner that the heat is rendered equal, ornearly so, throughout the entire train.

By this improvement the steam from the locomotive which is often blownoff while the train is at rest is utilized, and the effective power ofthe engine in drawing the train is not lessened, and fires and the riskfrom them in the cars are avoided; the sudden and eX- cessive heat fromthe use of steam is prevented, and its action prolonged, so that forshort lines the storage-radiator will only require to be charged atthe'terminal stations; and on longer lines the steam-heat v can beintroduced from the engine while the train is at rest or while ondown-grades, so as not to tax the steam-producing power of thelocomotive or lessen its efficiency. v

In the drawing, Figure lis a vertical longitudinal section of thecaloric-storage radiator.

l Fig. 2vis a cross-section of the same, and Fig.

3 is adiagram illustrating the connections of 'the pipes.

The vessel ais, preferably, cylindrical, and through it passes thesteam-pipe b. Around the said pipe b, and within the vessel a, the

space is filled with sand or other material that will absorb and retainheat from the pipe b and give the same 0E gradually by theradiating-surface of the vessel a.

The pipes c, leading from one vessel to the I other, should be inclosedwith non-conducting material, such as mineral wool or felt, to preventthe steam condensing when passing from one radiator to the other;- hencethe steam will easily pass from end to end of the train each time it isturned on from the engine, in-

stead of condensing rapidly, as would be the material, and it is shownas attached to the vessel a by rings g, so that it may be partiallyrevolved to regulate the heat. When it is above the vessel the heat willbe retained, and when turned beneath the heat is free to escape. Y

The caloric-storage radiators will usually extend from end to end of thecar, at each side, beneath or adjacent to the seats. They may also beboxed in, so as to provide for the ad mission of air into the box, to bewarmed by the radiator and pass out into the car.

I have shown the connecting-pipes vcfrom one caloric-storage radiator tothe otherl at the ends of the car, and the central pipes and flexi blecouplings or connections L passing from one car to the other. Theblow-off or air-cock or automatic air-valve should be at m, at the rearend of the train.

I am aware that hot sand has been introduced in a vessel intoarailway-car, that heated bodies have been placed in non-conductingreceptacles, and that steam has been made to circulate in incased pipes.This l'atter mode of heating necessitates either some supplemental meansfor supplying heat when the train is in motion, or it detracts from thecapacity of the engine for drawing the train. I find that sand has acapacity for absorbing and retaining heat, and also for imparting itgradually; hence when the train is at rest the steamheat will be takenup by the sand and then given oi gradually and uniformly. By sand, Imean solid particles of matter having the properties of sand, as beforementioned.

I am also aware that steam has been used for heating purposes while thecars are at rest, and that hot air has been used when the oars are inmotion but sand Was not employed to absorb the heat from theheating-pipes, so as to give the same oit gradually and uniformly.

I claim as my invention- 1. The method herein specified of heatingrailway cars, which consists in supplying` steamheat by a pipe to aheat-radiating ap- 1 paratus Within the cars While the latter are at yrest, absorbing` the heat from the steam by a bath of sand or equivalentmaterial surrounding the steam-pipe and in contact therewith, andradiating the heat from the sand into the cars, substantially as setforth.

2. The caloric-storage radiator formed of a metallic case surrounding asteam-pipe, and having the intermediate space iilled with sand orequivalent material, for the purposes and as set forth.

3. The caloric-storage radiator formed ot' a cylindrical metallic case,with a steam-pipe passing through the same, and the intermediate spacefilled with sand or equivalent mat-erial, in combination With thenonconductin g jacket f, that partially surrounds such caloricstorageradiator and is movable, for the purposes and as set forth.

Signed by me this 18th day of January, A. D. 1878.

W. C. BAKER.

W i tu esses lno. T. PINGKNEY, buns. H. SMITH.

